Preview: 2011 Buick Regal

The 2011 Buick Regal sedan.

PHOTO: Handout, Buick

Euro sedan is not your parent's Buick

By Clare Dear, National Post

Originally published: July 14, 2010

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There was a time, 30 or so years ago, when Buick was a brand that stirred the passions of many driving enthusiasts — and the cornerstone of its performance image was a hot, mid-sized model called the Regal. Over the years, though, that romance cooled and Buick became a brand with a very different image, one that appealed to a more sedate, senior demographic.

Now, however, the brand is going through a renaissance, rekindling the magic it once had with younger buyers. And again the Regal nameplate will be an integral part of this rebirth. This new 2011 iteration is a premium mid-sized sport sedan with roots directly connected to the Opel Insignia, one of General Motors’ bestselling European models. This award-winning sedan–it was named 2009 European Car of the Year — is now sharing its solid attributes with the Regal on this side of the pond. Be forewarned, however, you’ll have to adopt a new mind-set when settling in behind the wheel. This is unlike any Buick you’ve driven lately.

For starters, this car has the feel of a European sport sedan, with a suspension package and chassis that’s been developed in Germany. There’s an independent MacPherson strut-type suspension up front with hydraulic ride bushings, while a four-link system keeps things under control in back. The suspension components are anchored to a body structure Buick says is one the most rigid in the segment, allowing those well-tuned bits to deliver impressive handling as well as a quite, refined ride.

During our drive from Vancouver to Kelowna, the Regal demonstrated it truly has captured those wonderful Euro dynamics while still conveying its occupants in traditional quiet Buick comfort. With a wheelbase stretched to 2,738 millimetres, the Regal felt quite balanced on the winding route through the Fraser and Okanagan valleys, while its hydraulic rack-and-pinion steering had a precise feel. The brakes, too, lived up to expectations, with the four-wheel discs responding without a fuss. A four-channel anti-lock braking system with brake assist as well as electronic stability control and traction control are standard. The parking brake is electronic.

Additional standard safety features include dual-stage front, side-impact and front/ rear side-curtain air bags plus a pedal-release system. Rearset thorax air bags are available as an option.

Under the hood, the sole engine available is a four-cylinder — in fact, it’s the first Buick since 1913 that’s only offered with a four-banger. The base engine is a direct-injected 2.4-litre DOHC Ecotec four that delivers 182 horsepower at 6,700 rpm and 172 pound-feet of torque at 4,900 rpm. It sends that output to the front wheels through a six-speed automatic trans-axle, while consuming regular-grade gasoline at a rate of 10.8 litres per 100 kilometres in city driving and 6.5 on the highway.

For enthusiasts, however, there’s more performance in the pipeline. Later this year (likely in October), a turbocharged four will be offered — the first turbocharged Buick since the potent Regalbased Grand National of the 1980s. This engine will be a 2.0L Ecotec that whips up an estimated 220 ponies (at 5,300 rpm) and 258 lb-ft of torque at just 2,000 revs, delivering performance comparable with a V6’s but with the fuel efficiency of a four. It will be available with either the six-speed HydraMatic, specifically calibrated for the turbo engine, or an Aisin six-speed manual.

I spent my driving time with a pre-production turbo model (one of just 10 in existence at the moment). It was impressively quiet — no wind noise and very little road noise intruded into the spacious, comfy cabin. The car’s handling was superb, taking highway access ramps and twisty bits through the valleys with ease. Buick has successfully combined a comfortable ride with true European dynamics, resulting in a package that should appeal to buyers who love to drive.

The turbocharged engine has plenty of pep, capable of purring quietly in cruise mode yet quickly snapping up to meet acceleration demands. Interestingly, when the go-pedal is pushed hard, the engine responds without the clatter typically associated with many four-bangers under load.

Buick expects the naturally aspirated 2.4L engine will be the volume choice — about 80% of sales. It’s the same engine that’s offered in the larger Buick LaCrosse sedan, but tucked in this smaller, lighter (1,633-kilogram curb weight) sedan, it’s able to stretch its legs more readily. It has a level of performance that should pleasantly surprise most consumers.

There will initially be just one premium trim level offered — the CXL — although Buick says additional trim packages, including a CX with cloth interior, will be introduced with the 2012 models. The CXL’s lengthy list of standard amenities includes heated leather seats, with the driver treated to 12-way power adjustability (this feature is optional on the passenger’s side), a seven-speaker audio system with CD and MP3 capability plus XM satellite radio and USB and audio input jacks, OnStar, Bluetooth connectivity and dual-zone automatic climate control.

When the turbo model comes on stream, it will include a rear parking assist system, larger alloy wheels (19-inch versus the standard 18-inch rims), larger brakes and an available interactive suspension control system that will enable the driver to dial up the suspension settings he or she prefers — standard, tour or sport. The system also electronically adapts the car’s four dampers to suit the driver’s style and prevailing road conditions.

Pricing for the CXL, which is now arriving in showrooms, starts at $31,990, while the CXL Turbo will start at $34,990. The Regal will initially be built in Russelsheim, Germany, while GM’s Oshawa assembly plant is prepared to take over production next spring.